Hydraulic brake



May 12, 1942. K. R. HERMAN my HYDRAULIC BRAKE Filed Oct. 23, 1939 ICG' KENNETH .RALPH L. TWEEDALE INVENTORS R. HERMAN Y f. ,4MM/5" l ATTORNEY Patented May 12, 1942 HYDRAULIC BRAKE Kenneth R. Herman and Ralph L. TWeedaIe,

Detroit, Mich., assignors izo-Vickers Incorporated, Detroit, Mich., a corporation of Michigan i Application october 2s, 1939, serial Nascono Y (c1. so-54.5)v

6 Claims.

Thisinventiorr-.relates to power transmissions, c particularly to .those of the type comprising two or more fluid pressure energy translating devices,

one of which mayfuncton as a pump and another as a uid motor. i Y

The invention is more particularly concerned with a power transmission system for transmitting motion from one point to another as, for

example, between the brake pedal 4and brake shoes of a vehicle. Directly-operated, hydraulic braking systems have come into wicleuse in vehiclesand have entirely replaced mechanically actuated systems for this purpose due to the simplicity, reliability and automatic equalization inherent in the usual hydraulic braking system. I

In larger vehicles, particularly large airplanes,

where the force required to'operate thebrakev shoe Yis very high, Vno completely satisfactory method of transmitting force fromfthe brake pedal to the brakeV shoe has'heretofore been available. While itis readily possible by'properV choice of thev relative displacement between .the`

brake cylinder and the `master `cylinderto amplify the manual eiort appliedV to the brake.

pedal as many times as may be desired and to thus produce requisite brake force at the shoe, there is a practical limit .to the leverage which may thus be applied due to the fact that, as the force amplication is increased, the motion at Ithe pedal relative to that at the shoes' is increased. Since` it is necessary to provide a certainV minimum clearance at the shoes when the brakes are released, it becomes impractical to provide sufficient leverage to operate-very large brakes by a direct hydraulic system Without having the pedal travel become entirely excessive.

Various systems have-been proposed forgetting around this diihculty, among them being the use of so-called compensating valves which act to regulate the pressure applied to the brake cylinder from an external source of pressure uid such as a pump or accumulator. Systems of this character, while satisfactory in many respects, present certain difficulties in that they cannot be made as sensitive to small changesin pedal pressure as the directly-operating hydraulicsys-Y tem.

It is accordingly anobject of the present invention to provide a power transmission system for operating vehicle brakes or the like inwhich the application of Ybrake pressure is controlled directly by the operators foot pressure against a solid column of liquid extending to the brake lcylinder whereinr a large force amplification may Y beV obtained without excessive pedal travel and to 'provide in such a, system apower-o'perated means for initially displacing a predetermined quantity of liquid into the brake cylinder which quantity is insuiicient to effectively apply the brakes but, nevertheless, is great enough to take up at least a' major portion of the shoe clear-Y ance by power means. Thus the direct hydraulic i part of the'system is requiredj only to dofthev v.

actual force application after theslack or clearV ance in the shoes has beentaken up by the power means. g K

. Further objects and advantages of the present invention will-be apparent 'from the followingfdescription, reference beingnhad to the accompanying drawing wherein a`preferred yform of 'the present invention is clearly shown."

In the drawing: v

Figure 1l is a longitudinal section throughV a" duplex master cylinder'construction embodying a preferred form of the presentinvention.-y

Figure 2 1s a cross .section on urel. Y. y

Figure 3 is a. diagrammatic view ofv a complete power transmission system incorporatingthe valve illustrated in Figures 1 and 2. y

Referring nrst to Figure 43, there isf shown a power Atransmission system Vsuitable 'for use in large aircraft and comprising a 'tank I0 for oil or other suitable .power transmissionfliquid.' A pump I2 drivenl `by the aircraft engineer other suitable prime .mover has asuction conduit I4 for withdrawing oil from the-tank l0 and a delivery conduit IS which extends to andjthroughI an unloading valve I8 and through a check valve 20. A branch pipe 22 "connects from Vtheline I6 beyond] the check valve 2liV to an air-bottle accumulator 24. y The unloadingvalve I8 is'rcontrolled in accordance with the pressure in accumulator 24 by means ofa branch conduit' 26,'V and when the accumulator` pressure V.risesto a predetermined value,the valve I8 opens, bypassing, the full discharge of the pump to thetank through a bypass conduit 28. A branch conduit 3 0 may lead to, other hydraulically-operated 'de" vices such as are customarily provided in large aircraft. The portion of the system thus far p described forms per se nor part of the presentl invention and is intended Vas an illustrationof a typical'hydraulic pressure system with which the present invention may be suitably associated. l

The conduit IB terminates at a pressure port 32 of a duplexmaster cylinder Vmechanism generally designated as `34. 'Ihe latter hasV a tank port 36 which connectsby a'conduit 33 vwith the tank I0 and; is also provided witha pairof moltor ports 40 which connect by'conduits 42 with a motor or brake cylinder 44 of the vehicle brake. The latter is also illustrated diagrammatically as comprising a pair of shoes 46 pivoted at'48, only one ofrwhich is illustrated, andadaptedto be moved outwardly into engagement with a drum 50 against a spring 52 whenever oil is admitted to the brake cy1inder44. For this purl pose the cylinder is provided .with two pistons `line 2-.2 of Fig-J ton 98 is connected to tank through conduit 92, bore 84, conduit 16 andport 86. ,Thespring |v is accordingly free to maintain the piston 98 in the position illustrated.

When'it is desired to apply one or the other of the brakes the corresponding pedal 64 is depressed and, during its initial travel, moves the plunger 94 to the position illustrated by dotted lines in the lower half of Figure 1. In this master cylinders 68 at its right-hand or lower end, which cylinders are closed by an end cap 10 in which the motorV ports 40 are formed. Centrally within the body 66 at one side thereof there is formed a longitudinal bore 12 Awhich branches at its lower end to communicate withv openings 14 in the master cylinders 68 near the left-hand end thereof. At its left-hand end the bore 12 joins with a transverse bore 16, one end of which communicates with the tank port 36. Also centrally located withn'the body 66 is a passage 18 communicating between the pressure port 82 and a check valve 80. outlet side the check valve 80 communicates with two branch conduits 82 extending transversely of the body 66.' Y

The operating mechanisms associated with master cylinders 68 are identical so that adescription of one of them will suffice for the other. A'longitudinal bore 84 extends from the upper On its end of the body 66 to the` master cylinder 68" and is coaxial therewith.v The bo're isV provided witha tank port 86, a cylinder port 88, and ak pressure port 90, each of which is formed as an annular enlargement in the bore 84. The port 86 communicates with the transverse tank passage 16 while lthe port l90 communicates with the transverse pressurepassage 82. The port 88 communicates by a conduit 92 with the closed end of the master cylinder 68.' Slidably Ymounted in the bore'84 is a plungerl 94, the right-hand end of whichprojects into the master cylinder and forms the customary master piston similar to that of the conventional direct hydraulic Vbrake system. Intermediate its ends the plunger 94 is provided with a'reduced portion 96 acting as a valve to selectively control communication of'fport 88 with either port 86 or port 90. At its upper end .the plunger 94 has integrally formed therewith the projecting stern 56 which is connectedto the pedal-operated linkage.

Slidably mounted in the master cylinder 68 is an annular piston 98 having its outer cylin drical, surface sliding in the master cylinder and its inner cylindrical bore receiving the master piston 94. A spring |00 normally urges the piston 98 to the left in Figure 1. The end cap 10 is provided with an adjustable stop sleeve |02 having a suitable locknut |04 and cap nut |06 whereby the right-hand limit o! the stroke of the piston 98 in Figure 1 may be varied. -Suitable sliding seals |08 and,A H0 are provided at the outer and inner surfaces of the piston 98 adposition the port V88V is cut off from the tank port 88 and is opened to communicate with the pressure port 90. Thisaccordingly admits pressure iiuid from the delivery conduit I6 through port 32, passage 18, check valve 80, passage 82, bore 84 and passage 92 to the space behind the piston 98. The latter is accordingly projectedto the right in Figure 1 to the full extent of its stroke as determined by the stop |02. This movement displaces o il from the master cylinder 68 out throughV the motor port 40 and through conduit V42 to the brake cylinder 44. The quantity of oil thus displaced, however, is preferably only suilicient to take up the necessary clearance between the shoe and the drum but is insufficient to bring the shoe into contact with' the drum withk any significant f orce. Since the piston 98 is in abutment with the stop |02, the pressure from the accumulator 24 is no longer eiective on the oil Within the" master cylinder 68 and brake line 42.

Further inward movement of the plunger 94 displaces oil to the brake cylinder 44 in the conventional manner so that the pressure produced in the brake cylinder is exactly proportional to the pressure applied to the pedal. In this way the operator has the same "feel at the` brake` pedal. as he Vwould have with a conventional direct .hydraulic AVbraking system,v and the pedal may bepressed harder or slightly released as desired tocontrol the braking force.

Upon retractionof the plunger 94 t the position illustrated in the upper half of Figure 1. the retraction of the plunger itself releases the brake shoe fromany pressing engagement with the brake drum, and as soon as theport 88 is opened to the port 86 the space behind the piston 98 is again connected to tank permitting the spring |00 to return the piston 98. Thus the brake shoe spring 52 forces back the brake piston 54 returning the` shoe, to its normal inoperative position. Y

' It will be understood that the pressure setting of the unloading valve I8 must be suiflciently high so that the pressure behind piston 98 when the brake isapplied cannot be overcome by any pressure which may be developed in master cylinder 68 under the maximum pedal pressure which may ever be applied. In this manner it is assured that even though the pedal be depressed extremely quickly so as to move past the dotted-line position in Figurel 1 before pistonV 98 completes its stroke, tthe latter will continue to move thus building up pressure in the master cylinder and, if necessary, forcing the operators jacent the left-hand end thereof. Likewise a l similar fseal ||2 is provided at the end of the bore 84 through which stem 56 projects.

In operation, the normal or idle position of the master cylinder mechanism is illustrated in the upper half of Figure l;` In this position the reduced portion 96 connects port 88 with port 86 so that the space on the left-hand side of pisfoot back. Thus the pressure eective on the brake shoe is at all times determined by the pressure which the operator exerts on the brake pedal. A

It will also be understood that the relative displacement between plunger 94 and brake cylinder 44 is Ysuch as to produce a large amplication of force at the brake sh'of On the other hand, the relative displacement between the piston 98 and brake cylindeiMsis-such as to produce a lesser amplification of flojrd and may,

in fact, be a negative force amplication if design conditions are such as yto require it. The y total displacement of the piston 98, however, is less than the total displacement required to fully actuate the brake cylinder 44. 'I'his total displacement, of the piston 98 is readily adjusted by changing the position' of the adjustable abutment |02 which, in fact, forms a convenient means of brake adjustment at the master cylinder.

The opening 14 and passage 12 provide communication between the master cylinder and the tank port 36 when the piston 98 is in its fully retracted position. Thus the quantity of liquid in the master cylinder 68, brake line l2 and brake cylinder 44 is maintained constant, and any accumulation of air is permitted to escape to tank. q

While the form of embodiment of the invention as herein disclosed constitutes a preferred form, it is to be understood that other forms might be adopted, all coming -within the scope of the claims which follow.

What is claimed is as follows:

1. In a hydraulic vmotion transmitting system for brakes or the like the combination of a motor cylinder for applying the brake, a source of uid under pressure higher than the maximum ever required at the motor cylinder, a master cylinder in closed communication with the motor cylinder, manually-actuated meansoto displace fluid from the master cylinder, valve means rendered effective during initial displacement of the manual means fr applying uid pressure from said source to the motor cylinder, and a free piston intermediate the source and the motor cylinder and means for positively limiting the stroke thereof whereby the free piston forms a volumetric displacement metering device topredeter- -mine the volume displaced from the source and the volume displaced to the motor "cylinder,

2. In a hydraulic motion transmitting system for brakes or the like the combination with a motor cylinder for applying the brake, powervoperated means for displacing a predetermined quantity of liquid into the motor, manual means for .displacing variable amounts of liquid into' the motor cylinder, said power-operated means comprising a source of pressure fluid, a free piston having one face in constantly .open communication with the motor cylinder and an opposite face arranged to be selectively subjected to pressure fluid from said source, the available pressure at the source and the area of said faces being so chosen as to be capable of producing a pressure at the motor cylinder in excess of that ever required in normal operation of the brake, means for limiting the stroke of the free piston to a value only sufficient to take up slack in the brakes, and manually controlled means for connectingl and disconnecting the source from said opposite face of the free piston.

3. In a hydraulic'motion transmitting system for brakes or the like the combinationV with a motor cylinder for applying the brake, poweroperated means for displacing a predetermined quantity of liquid into the motor, manual means for displacing variable amounts of liquid into the motor cylinder, said power-operated means comprising a source of pressure fluid, a free piston having one face in constantly open communication with the motor cylinder and an opposite face arranged to be selectively subjected to pressure uid from said source, the available pressure at the source and the area of said faces Y column, braking systems comprising a source of' uid under pressure, and a volumetric displacement metering device comprising a free piston having one face in constantly open communication with the liquid column, and its opposite face in selective communication with the source, the

area of said faces being so chosen with respect to pressure available at the source as to be capable of producing a pressure in said column at least equal to the maximum designed braking pressure, means for limiting the stroke of'said piston to a value less than that necessary to produce a substantial pressure in the liquid coiumn, and means for selectively connecting and disconnecting said source from said opposite face of the free piston.

5. A slack take-up device for high-ratio, liquid column, braking systems comprising a source of fluid under pressure, and a volumetric displacement metering device comprising a free piston having one face in constantly open communication with the liquid column, and its opposite face in selective communication with the source, -the area of said faces being so chosen withrespect to pressure available at the sourcev as to be capable of producing a pressure in said column at least equal to the maximum designed braking pressure, means for limiting the stroke of said piston toa value less than thatnecessary Y to produce a substantial pressure in the liquid' column, meansfor selectively connecting and disconnecting said source from said opposite face of the free piston, and means rendered effective when said piston is moved to fully retracted position for connecting the vliquid column to a replenishing source.

6. A slack take-up device for high-ratio, liquid column, braking systems comprising'a source of fluid under pressure, and a volumetric displacement metering device comprising a free piston having one face in constantly open communication with the liquid column, and its opposite face in selective communication with the source, the

' area of said faces being so chosen Withrespect to pressure available at the source as to becapa-v ble of producing a pressure Vin said column at vleast equal to the maximum designedbraking,Y pressure, means for limiting the stroke of said piston to a value less than that necessary to produce asubstantial pressure in the liquid 'colur'nn.and means for selectively connecting and disconnecting said source from'said opposite face of the free piston, said limiting means being adjustable to take up different amounts of slack to compensate for 'brake shoewear and replacej if ment.

.KENNETHYR HERMAN. RALPH L. TWEEDALE. 

